Apparatus for cooling



3 Sheets-Sheet 1 lul l #u www Nov. 1,' 1932. cs.` E. HuLsE ETAL v APPARATUS FOR COOLING Original'Filed Oct. 5, 1922 I llllllll l l HV Illll AA Nw@ l,

G. E. HuL-sE E1' Al. 1,885,353 APPARATUS Fon CQOLING Griginal Filed Oct. 5. 1922 3 Sheets-Sheet 2 Nov. 1, i932.

Nov. l, 1932. G. E.`Hul sE ET AL APPARATU'S'OR COLIN'G original Filed Oct. 5, 1922 3 Sheets-Sheet 3 noemtozJ Patented Nov. 1, 1932 UNITED STATES PATENT OFFICE GEORGE E. HULSE AND JOHN D. STROBELI., OF NEW HAVEN, CONNECTICUT, ASSIGNORS T SAFETY CAR HEATING & LIGHTING COMPANY, A CORPORATION 0F NEW EBSEY APPARATUS Fon cooLING Application led October 5, 1922, Serial No. 592,483. Renewed January 10, 1931.'

` This invention relates to an art and appacooling or refrigeratmg chamber. Another object is to providev cooling apparatus characterized by simplicity and compactness -of construction, dependability of action and freedom from the necessity of skilled supervision under varying conditions of use. This invention aims also to provide a practical and reliable self-contained apparatus for cooling a refrigerator railway car that will be of eicient voperation and action during and throughout the varying conditions of travel of the car. Another object is to provide a practical art for cooling refrigerator cars that maybe inexpensively and conveniently carried on and with minimum manual attention and dependable results. Other objects will be in part obvious or in part pointed out hereinafter.

x The invention accordingly consists in the features of construction, combinations of elements, arrangements of parts and in the several steps and relation and order 'of each of the same to one or more of the others, all as will be illustratively described herein and the scope of the application of which lwill be indicated in the following claims.

In the accompanyingdrawings in which are shown several possible embodiments of the mechanical features of this invention,

Figure 1 is an end view of a railway carbody partly broken away to show the assembled apparatus associated therewith;

Figure 2 is a sectional View, partly `diagrammatic, taken on the line 2-2 of Fig. 1; Figure 3 is an end view of a car body, partly broken away to show a modified arrangement of certain mechanical featuresof the apparatus shown in Figs. 1 and 2, and

Figure a is a sectional4 view, partly dia- Figure 5 is 'anenlarged detail view, partly features of this invention and referring prin- A cipally to Figs. 1 and 2, there is indicated generally at a car body which may be of usual construction within one end of which and adjacent the end wall 11 is formed a chamber, generally indicated at 12, within which certain of the apparatus is conveniently housed. The chamber 12 may conveniently be formed by means of the partition 13 extending crosswise of the car body, thus to separate the chamber 12 from the main interior of the car body 10. Adjacent the end wall 11 and suitably supported upon vertically extending standards 14 is an electric motor 15 so supported that its operating lshaft 16 extends vertically. As will be seen in Fig.

1, the supporting standards 14 are extended upwardly and attheir upper ends support by means of the spider 1'( a' compressor 18 whose shaft 19 is in substantial alignment withl the shaft 16 of the motor 15 'and is suitably connected thereto'as by the coupling 20. The compressor 18 is preferably of the rotary type and is provided with an inlet pipev connection 21 and an loutlet pipe connection 22. The outlet pipe connection 22 is connected to a condenser 23` coveniently formed of a plurality of turns of tubing, as shown in Figs. 1 and 2, and is adapted to re; ceive from the compressor 18 compressed Huid or gas which may conveniently take the form, for example, of sulphur dioxide. The latter being compressed by the action of the compressor 18 is assed through the condenser 23 wherein it 1s reducedin temperature and substantially liquefied. l

The condenser 23 is positionedad]acent'an opening 24.` in'the upper portion of thefend 4wall 11 of the car body 10, the opening 24 being. provided with a sheet metal grating, generally indicated at 25, to permit the ingress ofv outside air therethrough. A sheet metal conduit, generally indicated at 26, has its upper end fitted about the opening 24 to guide external air through the grating 25 and over y cooling the compressor 18. Moreover, it will the condenser 23 to cool the latter. The conduit 26, moreover, is preferably so shaped as to enclosewithin it also the compressor 18 and at least a portion of the motor 15, as is more clearly shown in Fig. 1. This conduit 26 is thereupon extended laterally and downwardly as at 27 through a suitable opening in the bottom 28 of the car body 10 to permit the discharge of air therethrough. A fan 29 is mounted upon the compressor shaft 19 immediately underneath\the compressor 18 and acts to draw the air through the conduit 26-27 to insure an efficient cooling action in the condenser 23 and to assist also in be` seen that the draft of air produced by the fan 29 and guided asqabove described by the conduit 26--27 is directed over the motor 15 and thus carries away the heat losses in the motor 15 itself, thus to insure amore efficient y action on the whole of the entire apparatus.

The fluid, hereinabove vassumed as sulphur dioxide, condensed in the condenser 23 by the cooling action thereof as well as by the pressure produced therein by the compressor 18, is passed from the condenser 23, through the pipe 30 to a receiver 31 wherein it is allowed to accumulate. The receiver 31, moreover, is preferably also positioned within the cooling air draft above ldescribed and may conveniently be positioned within the air conduit 27 thus to be effectively maintained at relatively low temperature.

From the receiver 31 a pipe connection 32 conducts the liquefied sulphur dioxide throughan expanslon device, generally indicated at v33, to the cooling coil 34 into which the condensed gas expands, drawing heat from the medium surrounding the cooling coil 34 substantially proportional to 'its latent heat of evaporation. From the cooling coil 34 the expanded' gas passes into the pipe 21 which leads the warmed expanded gas to.

the Vinlet side of the compressor, whereupon the above-described cycle is repeated.

Referring more particularly to Fig. 2, it will be seen that the cooling coil 34 is positioned within a tank or reservoir 35 positioned in the upper part of the end of the car body. The reservoir 35, which may conveniently be of sheet metal construction, is insulated by means of any suitable non-heat-conductin means 36 to prevent ingress ofheat to the interior of the reservoir 35. 4 The reservoir 35 yis adapted to receive a suitable refrigerating fluid, such as brine for example, in order thatl the cooling coil 34 mav abstract heat from the brine bythe action hereinabove described and materially reduce the, brine inV temperature. From the reservoir 35 a pipe 36 leads the cooled brine through a system of circulating pipes, indicated' generally at 37 and suitably suspended from the upper portion of the car body l0. Moreover, the circulating path for the brine provided by thel piping 37 is suitably distributed throughout the upper portion of the car body 10 to permit an efficient abstraction of heat from the interior ofthe car body to take place. The coils or piping 37 forming the circulating path have suspended underneath them a trough 38 for intercepting moisture condensed thereon and to prevent such moisture from affecting the contents of the car body 10. Any suitable means may be provided for disposing of this condensed moisture. v

After the cooled brine has circulated through the circulating path 37 to abstract heat from the interior of the car body 10, a

pipe 39 conducts the brine through an automatically controlled valve or orifice 40, to be more clearly hereinafter described, to a second reservoir 41 positioned within the cham- 90 accumulate the warmed brine after circulation through the car body 10. It will be noted ,9

that'the reservoir 35 in which the brine is cooled by the scooling coil 34 is positioned at a higher level than the brine-circulating path provided by the pipes 37 to permit the circulation of the brine to take place therethrough by the action of gravity. 'f j At the lower end vof the reservoir 41 there` is connected a pipe 43 adapted to lead the brine thus accumulated in the reserve-ir 41 to a pump 44 which may convenientlybe' of the rotary type. The pump 44, it will be seen, is suitably mounted adjacent the motor 15 and is driven thereby through the coupling 45. The output of the-pumpl 44 is led by 4means of the pipe 46 to the upper portion of the reservoir 35 thus to return the brine-from the reservoir 41 to the reservoir 35 to be cooled therein and to be put throul h the cycleyhereinabove described. A pipe 4 connects the upper portion of the reservoir 35 with the reservoir 41 to permit adjustment of airpressures to takel place within the brine system and to g tion the automatic expansion device 33 through which the condensed gas is allowed to expand into the brine-cooling-coil'34. It will be seen that this device comprises a valve seat Y48-with which the valve member`49 is adapted to cooperate'to vary the amount of opening of the valve 48-'49. i The latter is in.-

rio

terposed between the intake. side of thedevice to which the pipe 32 leading from the reservoir 41 isconnected and the. outlet side to which the cooling croil 34 is connected. The valve member 49 extends through a W'all 50 through the opening in which it is slidable and, moreover, is extended outwardly through the lower end wall 52 of the substantially cylindrically shaped chamber 53. A diaphragm 54 is suitably secured to the side Walls 53 and at its central point is in connection with the extended valve member 49, the several connections heilig substantially air-tight. There is thus formed between the diaphragm 54 and the end Wall 50 of the cylindrical housing 53 a chamber 54a which is connected as at 55 through the pipe 56 to a bulb or auxiliary chamber 57 positioned withing the brine reservoir 35 so as to be aiected by the temperature of the brine therein. Within the system formed by the chamber 54a, the pipe connection 56 and the bulb 57 is placed a suitable fluid such as liquid ethylc hloride, the vapor of which at such temperatures as it is desired to maintain the brine in the reservoir 35 will be below atmospheric pressure and will vary considerably in pressure With slight changes in temperature. The bulb 57, thus forming in .effect a thermostatic cell, is made eii'ective through the changes in pressure in the vapor of the ethylchloride therein contained to regulate the extent to which the valve 48-49 through which the expansion takes place is open. The air vent 58 exposes the reverse side of the diaphragm 54 to the atmosphere, and a spring 59 interposed between the outer face of the end wall 52 and an adjustable nut 60 on the outer end of the extended valve mem ber 49 permits the adjustment of the range of action of the valve 48-49 to be made.

Thus, assuming that the cooling apparatus.

hereinbefore described has brought the brine in the reservoir 35 to the desired low degree of temperature, the pressure of the vapor acting upon the diaphragm( 54 is sufficiently diminished to permit the valve member 49 to approach its seat 48 thus diminishing the amount of condensed gas expanded therethrough and eventually also to close the valve 48-49 when the extreme lower limit of temperature of the brine Within the reservoir 35 is reached. If, however, the temperature of the brinein the Vreservoir 35- approaches an upper limit which may be predetermined by the adjustment ofV the nut 60 and hence of the action of the spring 59, the vapor pressure of theethylchloride in the thermostatic cell system` is increasedsufliciently to cause c the valve member 49 to recede from its seat 48 and thus to increase the opening and to permit a greater quantity of condensed gas l to expand therethrough. In this manner the maintained between temperature limits which ma be precisely predetermined. l

t this point -it might be noted that the returned tothe reservoir 35 by the pump 44 as hereinbefore described; thus, for example, Fshould the motor and pump 44 be driven at a relatively high speed, as will be made more clear hereinafter, the warmed brine from the reservoir 41 will be returned to the reservoir at a higher rate, the resultant disturbance of the temperature of the brine in the reservoir 35 being at once effective upon the cell 57 and valve controlled thereby to increase the cooling effectiveness of the cooling apparatus. Similarly, should the brine be returned to the reservoir 35 at a lesser rate, causing a lesser disturbance of the temperature in the reservoir 35, the cell 57 with the valve controlled thereby automatically adjusts the cooling eiectiveness of the apparatus to accord with the extent to which the brine is raised in temperature in the reservoir 35. A

Moreover, there is inserted, as above noted, in the return pipe 39 of the brine-circulating lsystem an automatic control valve, indicated Iat in Fig. 2, for automatically predetermining the rate of the circulation of the brine through the car body. Turning now to Fig. 5 of the drawings, there is shown in enlarged' detail the automatic device 40, and it will be noted that upon the interior of the casing 40il there is slidably positioned a movable controlling member 61 having an orifice 62 of predetermined size. 61 is connected through the stem 63 to one end of an expansible or pressure-responsive device conveniently taking the form of a sheet metal corrugated sleeve 64 rigidly mounted at its other end .upon the yoke 65 suitably secured to the casing 40a. The expansible sleeve 64 has its interior connected through the pipe or tube 66 (see Fig. 2) to a thermostatic cell 67 positionedv at a convenient point in the interior of the car body 10, so as to be responsive to the temperature of the medium surrounding the circulating path formed by the pipes 37. The hydraulic The slidable memberI ios system formed by the cell 67, the tube 66 and Jvolatile liquid therein is increased causing the sleeve 64 to expand thus moving throiigh the stem 64 the movable valve member 61 to expose a greater area of theori'iice 62 therein to the path of 'low of the'brineuthrough the',

pipe 39. The rate of circulation'fof the brine is thus increased to bring about 'a greater-- w1thdrawal of heat from the interior of tha-- car body, and as the temperature approaches the desired lower limit, the vapor pressure in the cell 67 and its associated devices is decreased causing the valve member 61 to be moved in reverse direction and to expose a lesser area of the orifice 62 through which the brine may thereupon pass. The rate of circulation of the brine from the upper reservoir through the circulating path 37 and to the collecting reservoir 41 may thus be automatically governed to maintain the temperature of the interior ofthe car body 10 bodiment of this invention, neither reservoir is completely filled at the same time, their respective ca acities with respect to the quantity of brine eing preferably and under certain conditions so chosen that the storage reservoir 35 may, for example, have stored in it a full charge of low temperature brine which .may be discharged through the conduits 37 and collected in the lower reservoir 41, for repetition of the cycles herein outlined.

Turning now -to Figs. 3 and 4 of the drawings, there is illustrated a modified arrangement of the apparatus hereinbefore described. It may be briefly noted that-the refrigerating fluid or brine system is `in these figures substantially the same as hereinbefore described, and the various parts thereof are indicated by the same reference characters. The cooling apparatus, however, comprises the motor 15a mounted upon a suitable base 14', and it will be noted that the thereof. The motor shaft 16a is connected shaft 16a ofthe motor is horizontal and extends in a general direction transversely of the car body 10 and adjacent the end wall 11 through the iiexible coupling 20a to a shaft 68 suitably mounted in a gear casing 69 mounted upon the motor base 14a. Upon the shaft 68 is mount-ed a worm gear 70 adapted to mesh with a worm wheel 71 mounted upon' the vertically extending compressor shaft 19a suitably mounted in the casing 69. The compressor 18 is supported upon the upper part of the gear casing 69 land through the shaft 19 is thus driven from the motor 15a.

The output of the compressor 18a passes through the pipe connection 22 to the condenser 23'positioned adjacent the end wall 11 andin front of the opening 24 therein, suitable gratings 25. being provided to permit -fthe passage of air therethrough. An air conduit -26l preferably of sheet metal construction connects with-the opening 24 in the end wall- 11 and extends downwardly to guide the air past the condenser 23 and past the compressor 18.A

In substantial alignment with the shaft 68 and preferably upon an extension 14" of the motor base 14*iL is secured a pair of spaced shaft hangers` 72 and 73 within which is rotatably supported the shaft 74, the'latter being connected through the iexible coupling to the shaft 68.

At the lower right-hand end as viewed in Fig. 3 the air conduit 26 is cut away to provide a suitable opening within which is made operative the fan 29 mounted upon the shaft 74, thus to make eifective the passage of the air as above described. The air thus drawn through the air conduit 26a is discharged through an extension .27 of the conduit, this extension being fitted to the opening within which the fan 29 operates and extending laterally and downwardly through the bottom 28 of the car body.

From the condenser 23 the condensed gas passes through the pipe 30 to a receiver 31 from which a pipe 32 conducts the condensed gasthrough the expansion device 33 to the cooling coil 34 positioned in the upper brine reservoir 35, substantially as already hereinbefore described.` From the coil 34 a pipev 34a returns the warmed and expanded gas I to the intake side of the compressor 18a.

To the louter end of the shaft 74 is connected the pump 44"` for returning the warmed brine collected in the reservoir 41 to the upper reservoir 35, the connections being substantially as already above described.

The 4pipe 39 through which the brine is returned to the collecting reservoir 41 (see Fig. 4) has mounted at its end a detachable cap 76 provided at its end with an orifice 77. The orifice is of such sizeA as to predetermine thel rate of circulation of the brine and it may be noted that this rate may be readily changed by replacing the cap member 76 with one having an orifice 77 of diferent size.'

The driving motor 15 or 15n of either of the above-described arrangements -is driven from an electric generator, diagrammatically indicated at 78 in Figs. 2 and 4, the generator 78 being suitably suspended, as for example from the car body, for actuation thereof vfrom the car axle 79. Thus, for example, the generator 78 is provided with a pulley 80 connected by means of the belt 81 to the pulley 82 on the car axle 7 9. The generator 78 therefore is driven from the car axle 79 at a speed which will vary substantially in accordance with the variation of speed of the car axle itself, and the direction of rotation of the armature of the generator will partake of reversals whenever the direction of travel of the car or car axle is reversed.

In Fig. 7 is diagrammati'cally shown the 84 and 85 directly across the terminals of.

the generator 78. We prefer, however, to

intcrpose between the motor 15 and the generator 78 and preferably in one of the conductors, as the conductor 84, a double-throw switch, indicated at 86, which when thrown to the right as viewed in Fig. 7 directly con.

nects the motor 15 to the generator 78; when thrown to the left, however, thelnotor is disconnected from the generator 78 and the switch 86 places the conductor 84 in connection with one pole 87 of a receptacle,

the other pole 88 of which is directly connected through the conductor 89 to the other conductor 85 to which the motor 15 is connected. In this manner the motor 15 may at will be disconnected from the generator 78 and connected through the receptacle 87-88 to an external source where such operation may be desirable, as will be more clearly hereinafter set forth. v

The switch 86, however, is normally thrown to the right when the car is placed in transit, whereby the motor 15 derives its driving energy from the generator 7 8. The latter being of the shunt-wound type will have its 40 output reversed in polarity with every reversal of the direction of the rotation of l the car axle 79, but the motor 15 being of a series-wound type will be unaffected by such reversals in polarity of the electrical energy supplied thereto and will operate the several devices hereinbefore described in the same direction of rotation irrespective of the diecton of rotation of the generator 7 8. By this arrangement pole changers are avoided 5 and an r ceedingly simple and inexpensive arrangement is attained.

Assuming now that the car is traveling at a relatively low steed, the output of the generator 78 will be correspondingly relat`vely low, it being ncted that at this time the pressure on the carbon pile 83 is a maximum and'its resistance a minimum. A bell crank lever 90 pivoted at 91 has its one arm in engagement with the left-hand end of 80 the carbon pile 83, the other end being fixed, and acting in response to the .spring 92 holds the carbon pile 83 in a state of maximum compression.' At the other end of tlielever 90 is connected the core 93 of a coil "94, herein .55 illustratively shown as .responsive tothe voltage of the output of the generator 78 and connected by means of the conductors 94a and 94b across the terminals of the generator 78.

When, as above assumed, the s eed of the car, and hence of the car axle 79, is relatively low, the motor 15 will be responsive to the correspondingly low output of the generator 78 and bring about the operation of the cooling apparatus as above already described vat length, the voltage winding94 being at thisy period ineffective to` control the output of the generator 78. As the speed of the car and of the car axle increases, the motor 15 will respond to like increases in the output of the generator 78 and' will be eifective to operate the cooling devices at a greater rate, and during such periods of relatively high speed will .be effective through the pump 44 or 44a to store in the` reservoir 35 a .relatively iat-ge quantity of brine. This brine is cooled by the cooling apparatus and at this point it may be noted that thethermostatic cell 57 and the expansion valve 33 controlled thereby will permit the cooling apparatus to operate at greater effectiveness to cool the brine stored in the reservoir 35 and returned thereto at such an increased rate. t

Assuming now, for example, that the speed of the car should be greatly decreased or should become zero, thus greatly diminishing the cooling effectiveness of the apparatus or making the latter inoperative, the brine thus stored during the periods of relatively high speed will'continue to circulate through the circulating path provided by the piping 37 at a rate which is automatically predetermined by the temperature-responsive orifice in the device 40 of Fig. 2 or at a predeterminably fixed rate determined by the orifices 77 of Fig. 4. The capacity of the reservoir 35 is suicient Vto receive a quantity of brine, which has` been cooled therein as above described, great enough to permit the circulation thereof to take place for a material period of time after the cessa-v tion of operation of the cooling apparatus controlled by the motor 15. Thus, it will be seen that while the car is in o eration or in l115 transit the interior of the car ody is main tained at the desired temperature by the normal operation of the a paratus, but that. during greater outputs of e variable source of energy derived from the car axle a sufficient quantity of refrigerating fluid is cooled and stored for circulation through the car body during periods when the output of the variable source is less or is in eect nil. An effective cooling of the car body may thus be attained during the various conditions of the car when in transit. When the car attains relatively great speed, thus tending to materially increase the output of the generator 78 yand hence also 130 of the motor driving the cooling apparatus, the voltage coil 94 becomes effective to re` lieve the pressure on the carbon pile 83 and to maintain the output of the generator 78 5 Within a desired upper limit, thus safeguarding not only the generator but also the motor and the apparatus driven thereby. It will be seen that the electrical control is of marked simplicity, and that in the series 0 motor a high starting torque is made efective to bring the cooling apparatus into operation and that the complexity, as well as expense, of an automatic switch and of a pole changer may by the arrangement here- 5 inabove described, be dispensed with. Moreover, the entire operative apparatus is efectively safeguarded, is substantiallyv self-contained, and is simple and compact in construction; and it will readily be seen that it is free from the necessity of constant skilled supervision and adjustment.

It will thus be seen that there has been provided in this invention a practical art and apparatus for cooling a railway car, and

tively carried on to insure the maintenance of the desired low temperature in the car body during the various conditions of operation and of transit to which the car may be subjected. 'Moreover, it may be noted that where the car is returned empty it arrives at its destination to be reloaded in a thoroughly pre-cooled state, thus avoiding the delay attendant upon pre-coolingy the car body prior toreloading. Where, however, it should become necessary to bring about the operation of the cooling apparatus while the car is stationarydahe switch 86 (see Fig. 7 may be thrown tothe left andthe motor actuating the cooling/apparatus may thereupon be connected to an external Source through the receptacle 87-88, thus providing on the whole an exceedingly flexible and readily controllable arrangement.

Moreover, it will be noted that the selfcontained cooling equipment is el'eetive t0 eeiently maintain the desired low temperatance of travel of the car, and that thereby the delays, as well as incidental expense, in transit due to icing ofthe car en route, as is the present practice, is avoided. It will, moreover, be-.seen that the several objects hereinbefore noted, as well as others, together with many advantages, have been successfully achieved.

As many possible embodiments may be made of the mechanical features of the above invention and as the art herein described might be varied in various parts, all without departing from the scope of the invention, it isi-to be understood that all matter herein set forth or shown in the accompanying it 'may be noted that such cooling is effec-v ture in the car body irrespective of the dis-v drawings is to be interpreted as illustrative and not in a limiting sense.

We claim as our invention: l

1. In apparatus of the general nature of that herein described, in combination, a conduit adapted to have passed therethrough a cooled refrigerating fluid for abstracting heat from the medium surrounding said conduit, a storage reservoir in connection with said conduit and positioned at a higher 'level than that of said conduit for supplying cooled fluid thereto, a second reservoir in connection with said conduit and adapted to receive the fluid therefrom, means for returning Huid from said second reservoir to said first reservoir, means for cooling said fluid returned to said first reservoir, and a source of energy inherently intermittently operative for operating both said returning means and said fluid-cooling means, said first reservoir having a capacity suiiciently great for storing fluid cooled to a lower degree by said cooling means during periods of inherent operativeness of said source of energy and adapted thereby to supply said conduit with cooled Huid during periods when said source of energy is inoperative.

2. In apparatus of the general nature of that herein described in combination, a conduit adapted to have passed therethrough a cooled refrigerating liuid for abstracting heat from the medium surrounding said conduit, a storage reservoir in connection with said conduit and positioned at a higher level than that of said conduitfor supplying cooled fluid thereto, a second reservoir in connection with said conduit and adapted to receive the fluid therefrom, means for -returning fluid from said second reservoir to said first reservoir, means for cooling said fluid returned 'Y to said first reservoir, a source of energy inherently intermittently operative for operating both said returning means and said fluidcoolingV means, said first reservoirhaving a capacity sufficiently great for storing fluid cooled to a lower degree by said cooling means during periods of inherent operativeness of said source of energy and adapted thereby to supply said conduit with cooled Huid during periods when said source of energy is inherently inoperative, and means responsive to the temperature of the medium surrounding said conduit for regulating the rate of flow of Huid through said conduit.

3. In coolingyapparatus for railway cars and the like, in combination, va compressor, a condenser connected to receive compressed fluid from said compressor and to cool the same, means for abstracting heat from the interior of the car body and adapted to be cooled by said compressed fluid upon expany sion, means operative from a car axle` and varying 1n output substantially 1n accord ance with the speed of said car axle for driving said compressor atspeeds proportionate responsive to the temperature of said heatabstracting means for regulating the output of s aid compressor.V

4. In cooling apparatus for railway cars andthe like, in combination, a compressor, a condenser adapted to receife compressed fluid from said compressor and to cool the same, heat-abstracting means for cooling the interior of the car body and maintained at low temperature by expanded tluid from said condenser, an axle-driven generator whose output varies substantially in accordance with the speed of the car axle, an electric motor driving said compressor connected directly to receive energy from said generator, the output of said motor varying substantially in accordance with the output of said generator, and automatic means responsive to the temperature of the interior of the car body for maintaining substantially constant temperature therein irrespective of variations in output of said motor.

5. In cooling apparatus for railway cars and the like, in combination, a compressor, a

condenser adapted to receive compressed fluid from said compressor and to cool the same, heat-abstracting means for cooling the interior of the car body and maintained at low temperature by expanded iluid from said condenser, an axle-driven generator whose output varies substantially in accordance with the speed of the car axle, an electric motor driving said compressor connected to receive energy from said generator, the output of -said motor varying substantially in accordance with the output of said generator, and regulating .means for said generator for preventing the output thereof and hence of said motor and said compressor from exceeding a predetermined limit. l

6. In cooling apparatus for railway cars and the like, in combination, a compressor, a condenser adapted to receive compressed fluid from said compressor and to cooll the same, heat-abstracting means for cooling the interior of the car body and maintained at low temperature byy expanded fluid from said condenser, an axle-driven generator'whose output varies substantially in accordance with the speed of the car axle, an electric motor drlvlng saidrcompressor connected to receive energy from said generator, the output of said motor varying substantially in accordance with the output of. said generator, and voltv.age-responsive means for preventing the output of said generator at high 'speeds thereof and hence of said. motor and compressor from exceeding -a predetermined limit. 7. In coolingfapparatus for railway cars and the like, in combination,- a compressor, a

condenser connected lto receive compressed luidrom said compressor and to cool the same, means for abstracting heat from the interior of the car body maintained at a low temperature by expanded fluid from said condenser, an axle-driven generator whose output tends to vary substantially in accordance' with the speed of the car axle, an electric m0- .tor for driving said compressor directly conoutput tends to vary substantially in accord-- ance with the speed of the car axle and a series motor directly connected with said generator for driving said compressor, and electrical means for limiting the output of said generator. l

9. In coolingapparatus for railway cars and the like, in combination, a compressor, a condenser connected to receive compressed fluid from said compressor and to cool the same, means for abstracting heat from the interior of the car body malntained at a low temperature by expanded fluid from said condenser, an axle-driven generator whose output tends to varysubstantially 1n accordance with the speed of the car axle and ase-l ries motor directly connected with said generator for driving said compressor, and a voltage regulator for said generator for preventing the output thereof from exceeding a predetermined limit.

10. In cooling apparatus for railway cars and the like, in combination, a conduit in the car body adapted to have passed therethrough a refrigerating fluid for abstracting heat from the interior of said car body, a storage res-l ervoir for receiving cooled uid connected with said conduit and adapted to supply the same with refrigerating fluid, mechanically operated means for coolingr the uid in said reservoir, a. pump. for returning fluid from said conduit after ow therethrough to said reservoir, an axle-driven generator, and a motor driven'from said generator and varying in its output substantially in accordance with the varying speed of said generator for driving said mechanically operated cooling means and said-pump for storing surplus refrigerating fluid in said reservoir at relatively high speeds of said generator.

11. In cooling apparatusfor railway cars and the like, in combination, 'a conduit in the' car body adapted to have passed therethrough a refrigerating fluid for abstracting heat from the interior of said car body, a storage reservoir for receiving cooled fluid connected with said conduit and adapted to supply the same with refrigerating fluid, mechanically operated means for cooling the fluid in said reservoir, a pump for returning fluid from said conduit after circulation therethrough to said reservoir, an electric generator driven from a car 'axle and varying in its output substantially in accordance with the speed of said car axle, a motor driven from said generator for driving` said mechanically operated cooling means and said pump and adapted to receive the varying outputs of said generator for storing surplus refrigerating fluid vin said reservoir at relatively high speeds of said generator, and regulating means for preventing the output of said generator from exceeding a predetermined limit.

12. In cooling apparatus for railway cars and the like,\in combination, a conduit positioned within the car body and ,adapted to have passed therethrough a refrigerating luid for abstractingheat from the interior of Said car body, a storage reservoir positioned at a higher level than that of said conduit and in connection therewith whereby said fluid may flow through said conduit by the action of gravity, a second reservoir for receiving the fluid after passage through said conduit, a pump for returning fluid from saidsecond reservoir to said rst reservoir, mechanically operated means for cooling the fluid returned to said first reservoir, an axledriven generator, an electric motor driven therefrom for driving said cooling means and said pump, said motor being responsive to `varying outputs of saidgenerator tov store. at high speeds thereof surpluscooled refugerating fluid in said first reservoir, and means 4responsive to the temperature of the interior of said car body for regulating the rate of flow of said fluid through said conduit.

13. In cooling apparatus for railwaycars and the like, in combination, a heat-abstracting device adapted `to receive an expanded Huid for abstracting heat from the interior of a car body, a compressorfor compressing expanded fluid after circulation through said means, a condenser for receiving compressed fluid from said compressor and for cooling the same, an expansion device for expanding fluid from said condenser into said heat-abstracting means, a fan for passing exterior air past said condenser for cooling the same, an air conduit for guiding the air from the exterior of said car body past said condenser and out of said car body, an electric motor for driving said compressor and said fan, an axley driven generatorfor driving said motor, and

regulating means for preventing the output of said motor from exceeding a predeter-v minedlimit.

14. In apparatus of the character de- Y scrlbed, 1n combination, meansvformmg a space whose temperature is to be controlled, .a compressor, a condenser'adapted to receive compressed refrigerant from said compressor and to cool the same, heat-abstracting means for cooling the interior of said space by expanded refrigerant obtainedfrom said condenser, means forming a source of driving power whose output is variable, a generator driven by said source of power and varying in output with variations in said source of driving power, an electric motor driving said compressor and connected to receive energy from said generator, the output of said motork varying substantially in accordance with the output of said generator, and regulating means for preventing the output of said motor and hence of said compressor from exceeding a certain limit.

15. In apparatus of' the character described, in combination, means forming a space whose temperature is to be controlled,

a compressor,-a condenser adapted to receive compressed refrigerant from said compressor and to cool the same, heat-abstracting means for cooling the interior of said space by expanded refrigerant obtained from said condenser, means forming'a source of driving power whose speed changes, a generator driven by said source of power at speeds proportionate to the speed of said source .of power, an electric motor drivingsaid compressor and receiving energy from said gencompressed refrigerant from said compressor and to cool the same, heat-abstracting means for cooling the interior of said space by expanded'refrigerant obtained from said condenser, means forming a source of driving power whose speed changes, a generator driven by said source of power and at speeds proportionate to the speed ofl said source of power, an electric motor driving said comsaid generator, regulating means for preventing the output of said generator from exceedinga certain limit, and means responsive to the temperature in said space for controlling the refrigerating action of said heat-abstracting means to maintain substantially constant temperature'in said space.

17. A refrigerating vehicle comprising, in combination, a substantially enclosed vehicle Vpressor and receiving energy directly from body having a machinery compartment in one end thereof, a compressor in said compartment, a condenser in said compartment for receiving compressed refrigerant from said compressor and to condense the same, heat-abstracting means for cooling the interior of the remaining portion of said vehicle body and acting by evaporation of condensed refrigerant obtained from said condenser, a generator drivenby a rotating part of said vehicle and varying in speed with the speed of movement of said vehicle, a motor receiving energy directly from said generator and driving said compressor, and regulating means for said generator to prevent the output of said generator to said motor from exceeding a certain value.

y18. A refrigerating vehicle comprising, in combination, a substantially enclosed vehicle body having a machinery compartment in one end thereof, a compressor in said lcompartment, a condenser in said compartment for receiving compressed refrigerant from said compressor and to condense the same, heat-abstracting means for cooling the inte-v rior of the remaining portion of said vehicle body and acting by evaporation of condensed refrigerant obtained from said condenser, a generator driven by a rotating part of said vehicle and varying in speed with the speed of movement of said vehicle, a motor receiving energy directly from said generator and driving said compressor, and means responsive to the temperature of said interior for controlling the action of said heat-abstracting means to maintain said temperature substantially constant.

19. A refrigerating vehicle comprising, in

combination, a substantially enclosed vehixcle body having a machinery compartment in one end thereof, a compressor in said compartment, a condenser 1n said compartment for receiving compressed refrigerant from said compressor and to condense the same,

heat-abstracting means for cooling the inteing .means for preventing said motor from driving said compressor above a certain rate,

and means responsive to the temperature of saidinterior for controlling the action of said heat-abstracting means to maintain said temperature substantially constant.

20. A refrigerating vehicle comprising,in.

combination, a substantially enclosed vehicle body having a machinery compartment in one end thereof, a compressor in said compart ment, a condenser in said compartment for receiving compressed refrigerant from said compressor and to condense the same, an expansion coil 1n said compartment and adapted to recelve for evaporation therem condensed refrigerant from said compressor,-

means for guiding a medium into thermal contact with said evaporator coil to be cooled thereby and thence into the interior of said body to abstract heat from the latter and thence back into thermal contact withV said evaporator coil, means responsive to the temperature produced in the region of said evapfrigerant to pressure and cooling to liquefy the same and an evaporator, a system of conduits extending from said compartment into the interior of the remainder of said vehicle bodyand then returning to said compartment adapted to have a cooling liquid passed therethrough, means for subjecting said liquid to the cooling action of said evaporator before it is passed into said conduits, and means responsive to the temperature of said evaporator for controlling the refrigerating action achieved by said unit.

22. A refrigerator vehicle comprising a substantially enclosed vehicle body having a machinery compartment, a refrigeration unit including means for subjecting a gaseous refrigerant to pressure and cooling to liquefy the same and an evaporator, a system of conduits extending from said compartment into the interior of the remainder of said vehicle body and then returning to said compartment adapted to have a cooling liquid passed therethrough, means for subjecting said liquid to the cooling action ofsaid evaporator before it is passed into'said conduits, means responsive to the temperature of liquid being cooled by said evaporator for controlling the action of said refrigeration unit, and means controlled by the temperature inside said interior for controlling the ow of cooling liquid through said conduits.

23. A refrigerator vehicle comprising a substantially enclosed vehicle body having a machinery compartment, a. refrigeration unit including means f-or subjecting a gaseous refrigerant to pressure and cooling to liquefy the same and an evaporator, a system of convduits extending from said compartment into the interior of the remainder of said vehicle body and then returning to said compartment adapted to have a cooling liquid passed therethrough, means for subjecting said liquid to the cooling action of said evaporator before it is passed into said conduits, a driven pump for effecting the passage of liquid intothermal relation with said evaporator, and thermostatic means controlling the refrigerating action of said system.

24. In lapparatus of the character described, in combination, a vehicle Whose interior temperature is to be regulated, a container for holding liquid refrigerant, means connectedwith said container for receiving and conducting said refrigerant through said interior, a chamber connected to said last mentioned means for receiving refrigerant from said last mentioned means, means associated with said container for cooling said refrigerant, and means for forcing said refrigerant from said chamber to said container when said last mentioned means is operated.

25. In apparatus of the character described, in combination, a vehicle Whose iszterior temperature is to be regulated, a container for holding liquid refrigerant, means connected with said container for receiving and conducting said refrigerant through said interior,'a chamber connected to said last mentioned means for receiving refrigerant from said last mentioned means, means associated with said container for cooling said refrigerant, means for forcing said refrigerant from said chamber to said container when said last mentioned means is cpv erated, and means responsive to the temperature of said refrigerant in said'container for controlling the action of said cooling means.

26. In apparatus of the character described, in combination, a vehicle Whose interior temperature is to be re lated, a container for holding liquid refrlgerant, means connected with said container for receiving and conducting said refrigerant through said interior, a chamber connected to said last mentioned means for receiving refrigerant from said last mentioned means, means associated with said container for cooling said refrigerant, means for forcing said refrigerant from said chamber to said container when said last mentioned means is operated and means responsive to the temperature of said interior for controlling the action of said cooling means. i

27. In apparatus of the character described, in combination, a vehicle whose interior temperature is to be regulated, a container for holding liquid refrigerant, means connected with said container for receiving and conducting said refrigerant through said interior, a chamber connected to said last mentioned means 'for receiving refrigerant from said last mentioned means, means associated with said container for cooling said refrigerant, means for forcing said refriger ant from said chamber to said container when said last mentioned means is operated, and meansresponsive tothe temperatures of said contalner and of said interior for controlling 'theactionof said cooling means.

28. In apparatus of the character described, in combination, a vehicle Whose interior temperature is to be regulated, a container for holding liquid refrigerant, means connected With said container for receiving and conducting said refrigerant through said interior, a chamber connected to said lastmentioned means for receiving refrigerant from said last mentioned means, means asso ciated with said container for cooling said refrigerant, and means for forcing said refrigerant from said chamber to said container when said last mentioned means is operated, the speed of said forcing means being proportionate to the speed of said vehicle.

29. In apparatus of the character described, in combination, a vehicle Whose interior temperature is to be regulated, a tank holding fluid refrigerant, means associated with said tank for cooling said refrigerant, a chamber, a pipe connecting said tank and said chamber and extending into said interior, a pump connected to said tank and said chamber, and means adapted to act'ate said pump, said last mentioned means adapted to operate only when said cooling means is operatin g.

30. In apparatus vof the. character described, in combination, a vehicle Whose interior temperature is to be regulated, a tank holding fluid refrigerant, a chamber, a pipe connecting said tank and said chamber and in thermal Contact With said interior, means for cooling the refrigerant in said tank, driving means for an element of said cooling means, the operation of said driving means being dependent upon the movement of said vehicle and at speeds proportionate to the speed of said vehicle, and a pump connected to said chamber and said tank, said driving means adapted to drive said pump. i

In testimony whereof, We have signed our names to this specification this second day of October, 1922.

GEORGE E. HULSE. JOHN D. STROBELL. 

